Autorotations Guimbal Cabri G2 Helicopter
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- čas přidán 13. 10. 2020
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Brand New Autorotation Video
This brand new footage is from a flight with HOGS Guest Instructor Christopher Houser. Chris took me out to teach the basics of the straight in and 180 autos in the Cabri G2.
During the video we introduce a Brand New Helicopter Maneuver Guide All In One pdf download available for anyone.
Our Operations Manager Rutledge took all the Helicopter Maneuver Guide downloads from each video in our Private Pilot Course and entered them into one pdf document.
Kenny Keller
Creator Helicopter Online Ground School, LLC.
I really enjoyed flying your Cabri..... :)
Thank you!
Fantástic.
Thanks for commenting!
Cool
Thanks for the feedback.
Chris and Sweet Aviation,
Nice job on the autos! One thing though, if you can train the maneuver at 60KIAS, you most certainly can train it at 50 KIAS, like the manufacturer's POH recommends. That way you are keeping in with the PTS as you must. The PTS references the POH as to where to find the airspeed for the maneuver, noting a tolerance of +/-5kts. According to that, your 60 KIAS bias would constitute an unsatisfactory performance, based on the standards students will be tested.
Note : During an emergency autorotation, always control airspeed carefully.
Increasing airspeed above 50 kt IAS makes the landing easier, but requires a longer landing area.
this is from the Cabri POH. I know the Poh does recommend 50 kts during glide but I do not believe sticking to just that airspeed no matter what is very smart. A pilot may need to increase speed to stretch the glide some to make the spot if a person did that on the check ride and made the spot using 60 kts I do believe it would be deemed satisfactory. Thank you for watching and commenting.
Man I wish someone reasonably local to me (San Jose, CA) had one of these. I haven't flown in a long time but I love this bird and would really like to see how she flies.
Thank you for sharing!
I had my check ride with Les Hemble of SC Helicopters many years ago. After he passed me he said,"watch this". He stopped it at altitude, clicked off the engine and auto rotated straight down to close to the ground, forward cyclic to a dead stop on the ground. This guy taught himself to fly helicopters. (our ride was a Hughes 269B)
Thanks for commenting.
Excellent instruction and explanation by Chris while performing the maneuvers! Very smooth and relaxed autos. How does the Cabri compare with the Enstrom regarding the autos?
It’s great in the Cabri! With that being said, there is still much more mass in the blades on the Enstrom! Very hard to beat the Enstrom autorotation!
Do you offer instruction in the G2? If so where? I’m an ATP but a rotor student and would like to do some full down autorotations. My CFI won’t do that for private students.
We offer instruction in the Schweizer 300 / H269 and yes we do full downs.
@@HelicopterGround website?
I’m being taught to lower collective in the G2 prior to rolling off throttle. Why?
Always refer to the POH.
The Cabri G2 is a wonderful helicopter, and it is very flexible in regard to autorotation airspeed; 30 KIAS to 50 KIAS according to the manufacturer. The POH does note in an actual emergency, (Increasing airspeed above 50 KIAS makes the landing easier, but requires a longer landing area. The POH also mentions if the landing spot is confined, maintain 30 KIAS in the descent. I too read the POH, and found it very helpful. I will be referring to teaching the autorotation maneuver to PTS standards, because the PTS was designed to standardize things, hence its name. The video serves well in scenario based training for CFI applicants on how not to talk to students, by saying things like;
(The POH states 50 in the autos, but I don’t like 50 in the autorotations, because everybody always gets slow.”)
When I heard the instructor say that, I was like hello, are you listening to yourself? You might want to fix that, because the POH way is the way it’s going to be tested +/-5KIAS, not the way you like or don’t like.
Keeping in mind the differences between the autorotation and a forced landing. The autorotation is a maneuver that is fairly well trained in our industry when trained to the standards. The forced landing is the emergency, and it’s poorly trained. With that being said, place yourself in your customer's shoes. If you have an engine failure in a helicopter would you want one option or a few options to deal with the problem? If you’re only taught one way how to deal with it, that will be your only option. Pilots only get one shot at a successful outcome, let’s help them make the most of it.
Effectively teaching autorotations goes beyond teaching the criticality of responding to an engine failure immediately with down collective, aft cyclic, and (in regard to Cabri) left pedal. Things like minimizing RPM and airspeed excursions by limiting cyclic and collective movements, to mitigate the risk associated with low rotor RPM and rotor stall. Keeping the aircraft trimmed to minimize drag. Keeping the landing spot in the scan for the entire maneuver. Once the student has the procedures committed to muscle memory, what are they going to do with those skills when the time comes to use them? Teaching flexibility in maneuvering the helicopter during autorotation will give your students more options in the event of an actual emergency. These options will enhance their ADM and risk management, increasing their chances of a safe outcome.
Overshooting or undershooting the chosen landing spot is a big concern. Teach how to steepen the descent by increasing RPM to increase drag and reducing speed to steepen the descent angle. Teach how to shallow the descent by reducing RPM to reduce drag and how increasing speed shallows the descent angle. Teach using turns as a tool to increase the number of landing spots available and to help manage the descent to the selected spot. Teach knowing the effects of cyclic and collective input on airspeed and RPM during a turn. Teach being aware of the sight picture of an acceptable attitude in a turn. If the POH recommended a height of 60ft AGL to begin the flare, teach the sight picture for that as well, that way you don’t have to worry about fixating on the altitude indicator. If that sight picture happens to be at treetop level, that can be a useful tool.
Thank you for reading, please fly responsibly and remember your own and the aircrafts limitations. Always take into account environmental limitations and external pressures, and the effects they have on your flight.
The examiners in our area have no problem if we choose the fly the glide 10 miles faster than recommended. You can decide to fly 10 faster if that's what you choose and still adhere to the plus or minus 5 as per the PTS.
I agree with Chris it is very common for student to get too slow. I have seen it a thousand times.
We base all our training on the PTS and train to a standard. Chris does as well.
This was a simple video to show people what the autorotation looks like in the Cabri, that's it.
Thanks for commenting.
Kenny Keller Creator Helicopter Online Ground School. And your name is?
Well thats not standard at all, but it is unfortunate. That small flare he says he does at first before the flare gets aggressive. Do you even know what that's about? He's burning that excess 10 knots of airspeed off. Seems counter intuitive to me.
Bill Burr send me here
cool
As a retired DPE in Helicopters and 60 yrs of flying all most everything...I still behooves me why these young instructors like to fly with the hands off the collective? This must be a "macho" type appearance for the student? Actually its very unsafe......Mr. CFI if you observed your student conducting this hands off, what would you say???? Interesting.....first time you lose a T/R, the time to get from your leg to the collective and then start a movement maybe to late?? Man has aviation has changed?
Thanks for the feedback